Method of electric driving



Dec. 4, 1923. 1,476,059

P. P. DEUTSCHMANN METHOD OF ELECTRIC DRIVING Filed Nov. 1920 2 Sheets-Sheet 1 &

151* m e a T --1 mll l hlu umw h U f r PM L Dec. 4,1923.

P. P. DEUTSCHMANN METHOD OF ELECTRIC DRIVING Filed Nov. 23, 1920 2 Sheets-Sheet z I Patented 4, '1923. I A

' UNITED STATES PATENT OFFICE.

PETER PAUL DEU'18CHKANN,'OF BERLIN-OHARLOTTENBUBG, GERMANY, ABSIGHOB '10 SIEKENB-SCHUOKEBTWERKE GESELLSCHAI'T II'1 BE8OHKANKTEB HAITUNG, OF SIEHENBSTADT, NEAR BERLIN, GERMANY, A GERKAN CORPORATION.

METHOD OF ELECTRIC DRIVING.

Application filed November as, 1920. Serial No. eaaoaa.

To all whom it may concern! I Be it known that I, PETER PAUL Dnu'rson- MANN, a citizen of the German Empire, residing at Berl n-Charlottenburg, Germany, have invented certain new and useful limprovements in Methods of Electric Driving (for which I have filed an application in Germany, November 18, 1919), of which the following is a specification.

My invent on relates to the driving of machinery of all sorts by means of electric motors and more especially asynchronous motors. In all cases in which, when starting electric motors, the load torque happens to be unknown while at the same time great masses are to be accelerated it will prove desirable to ascertain the degree of acceleration and retardation characteristic of the moving masses in order to be able to maintain a predetermined speed diagram so as to avoid objectionable accelerations or retardations of speed,

Such a case will occur, for instance in hoisting plants where the suspended load exerts a driving effect. In such a contingency in order to maintain a part cular speed diagram it will be necessary to invariably secure the same degree of acceleration regardless of the direction in which the load moves and of the size thereof.

Moreover, inadmissible accelerations or retardat'ons of speed must be avoided for 4 sumed by the control lever will practically always correspond to a articular rate of speed on the part of the riving motor. In all driving. arrangements in thefcase of which resistances are interpolated into the main circuit for the purpose of starting, as for example in the case of asynchronous motors, however, this fact will no lon er prove true. For in such cases the s e is no longer determined by the particulfr position of the starter, but is to a high degree dependent upon the size of the load and the direction in which it moves. Hence, any acceleration or retardation of the speed can no longerbe estimated, and can therefore be controlled by-the person attending to the plant only with the greatest difli- 'culty. Nor will the knowledge of the current intensity or, in the case of asynchronous machnes, of the energy absorption capacity provide any reliable indications as regards the accelerations or retardations liable to occur. The rate of current consumption will as a matter of fact merely afford an. indication of the torque developed by the motor. The actual acceleration taking place during the starting period is, however, proportional to the diflerence prevailing between this torque of the motor and the torque of the load, so that it will either be smaller, equal to, or even greater than the acceleration produced by the motor current, according to whether the load to be hauled is a positive, a balanced, or a negative load. Again, where the brake must be applied to secure a retardation, this retardation will be greater, equal to or smaller than the retardation corresponding to the braking moment of the generator according to whether the load to be braked is a positive, a balanced or a negative one.

In accordance with my invention, use is made of the degree of energy absorption capacity and energy delivery capacit occurring in the case of an auxiliary async ronous motor driving a rotating fly wheel mass, which motor is completely coupled electrically to the main motor for the purpose of ascertaining the actual acceleration and retardation prevailing in the case of asynchronous motors.

To this end, the windings of the stator auxiliary'motor are the same, both in the stator as well as in the rotor, as those of the main motor. It therefore follows that within the limitsset by the overloading capacity, this second motor must therefore follow exactl all the movements of the main motor. Now irther considering that this auxiliary motor exclusively drives a fly wheel mass,

every increase oi speecl when stout-ting results on ener absorption which merely corre sponcls to t is eccelerstion. The wott components of the current itbSOllbGCl. by this enxiliery motor-otter deducting e smell portion required to cover nst'urel lossesthus serve as on indicstion for the ecceiersticn of its mass. As, however, the

ceziliory motor copies all the movements out in the main motor, the wett c" ehsorheol hy this suxiiisry inotor' introdinction oi as wettnieter, or, dispens ng with sccurecy, oi en enipereineter n that gerticnler section of the suxihery or circuit with the frequency of the the sfilxetl to thisspccitico port thereof ditierent sys tems connection einhootying my invention ilustretcti (liogremmcticelly by wsy of the elrowings E eliscloses system of connection oisoloses s mocliiicetion thereof emesynchronoos motor,

cliscloses another inoohtlcetion eroto the dressings, a is c three-- phose esynchronons motor feel by the not" o (hiring the rope-pulley c of s talent The sneecl oi this motor is controllecl by e resistence at. in sccorolsnce w h invention, there is connectecl to the or rotor, respectively, of this motor,

supplementeiy, smeller ssynchronous nose at reclucino the volts e reveilin J .4. Y a cetonechsts W16 motor c and the stator of s hoisting motor a. ll. wettmeter it serves to mower-e the energy supnliemi to the motor e, the position essuinetl by e index oi this meter elweys indicating e cccelerstion eiiectetl hy the hoisting tor noel thus enebling this letter to he 6 letecl h hanol if necessary. However, one regulation of the acceleration in speetl the port of the hoisting motor may, it

eferred, he arranged to take place cutoticelly in an monner well known in the For exsmp c, it, instead of s simple wattznetcr, use is insole of s wsttmeter rclsy otlcgoteol to act upon e servomotor which either LA- lilo the, slip-resistance d oi the hoisting will likewise supply on indication of the hoisting plont embodying s wetttor c provi ietl with o, fly wheel mess f, e' g losing interpoletecl tor the by chon%ing the series resistance of the thin 'ectusl acceleration may, moreover, also he eflectecl while the plont is in operstion and in diepentiency upon the distance treversei by the loeol, soy, for instoncc loy interposing s. corn disc operetetl hy the depth indicator, lin this cese any desires speed disgrsm enihodying s verielole sccelerotion mey be ohtsined entirely eutomsticolly. However, in the piece of e relay anti s servo-motor, use me else be mecle in sccordence with my invention of en ssynchronous motor, hsving s non interlinheii stctor winding, for the purpose of escortoining regulating the ecceleretion.

Fig, 2 illustretes this modified form ct connection in which the esynchronons motor in is connected in series with the'euxiliory motor. This motor it sets exsctly in the some msnner es at current transformer so thet it fully corresponcls in its action to choking; coil connectetl in series with the suxiliory 'niotori The torque of this series motor is intended! to helsnce the mechonicel toroce reflecting the control of the resistonces or the 'oosition of the control lever and so pertaining to e tlelinite sccele-retion, that is to soy, to e definite current intensity within the circuit oi the ooisiliery motor. The

torque of the series motor reoniretl to this cool tlepencls, however, not only upon the current intensity hut slso upon the voltsge consonieti within the motor, which letter egoin is determined by the voice ot the ro or resistsnce Z, so thot it nooy he conveniently adjusted by merely elt'ering this resistence t'. in this ones it will he founcl thst for current intensities, ondl there-tore else for occelerotions, dievieting from. those in respect oi which the epperetus wes ocliusteti, the torque of the series motor-seeming the rotor resistonce to hove. been left unsltererh-will either exceeol the tor usot the regulating device or else he smaller.

lit it he intenoleol to have the series motor operate in conjunction with e, dlifi'erent constont ecceleretion on the port of the main motor then either: the mechanical torque, which strives to sheet the dis lecement oi the resistances or of the contro lever, or else the torque developeti by the series motor 70 at e clefinite current intensit 'must be altered. This letter will he eflecte by simply varying the resistance Z interpolated in the rotor circuit.

lit theretore follows that e chtinige of the fill Elli

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iven acceleration may also be brought about a simple variation of the resistance, so t at in this case it becomes likewise possible to automatically start in accordance with any desired speed diagram. In addition, any possibility of excess regulation may be successfully avoided in the method of regulating the acceleration in accordance with my invention. Thus, for example, when embraking generator by excitinlg either itsstator or rotor winding by a continuous-current for example, by means of the battery m, disclosed in Fig. 2, and that correspondingly either its stator or rotor winding circuit is closed across brake resistances. In such an event, owing to the electrical connection established between the stator and rotor windings of the auxiliary motor and those of the main motor, the auxiliary motor will likewise come to be converted into a synchronous machine working in parallel with the main motor and possessing the same speed as this latter. As moreover the fly wheel mass of the auxiliar motor tends to maintain-its motion, it fo lows that in retarding every reduction of speed is followed by a delivery of energy corresponding to the prevailin degree of the retardation. It will thus be seen that in this case the brake current generated constitutes an indication of the retardation actually taking place. As a result, even as in the previous case, the

retardation may be indicated by the wattmeter or the amperemeter arranged in the circuit of the auxiliary motor. But also the automatic control of the retardation may be effected by allowing the control device even as in the form of arrangement described heminbefore-either to cause a release of the control lever or else to bring about a change of the brakeresistances of the main motor.

By employing the acceleration control device in accordance with my invention there is, in addition, provided the possibility of devising methods of starting entirely automatically after the manner of push-button control devices. Thus, for example, in the case of a hoisting plant, it is only necessary to throw in the hoisting motor in the direction of rotation required. for the purpose of initiating the starting period, and to cause the torque of the regulating device-which is inert when the device is in a state of restto exert its influence. The actual starting is then effected automatically. in accordance with the degree of acceleration determined in advance until the full ldriving speed has been attained, whereupon a special device provided cuts out the regulating device for the acceleration. For the purpose of stopping the motor by means of continuouscurrent excitation, the rotor is disconnected from the starting resistances by means of a stop arranged on the depthindicating device and applied to a source of continuous-current; at the same time the stator is disconnected from the network and closed across brake resistances. (In Fig. 2 it is shown as applied to the battery m.) If desired, the starting resistances may also be employed to act as brake resistances. However, in this contingency, as the braking current flows in a direction opposite to the acceleration current, it follows that each time the regulating device is released, the direction of rotation of this regulating device must be reversed either mechanically or electrically.

Again, bearing in mind that the auxiliary motor exactly imitates or copies the move ments of the hoisting motor, it may at the same time be employed to drive either a tachometer or safety devices serving to prevent excessive speeds.

The improved auxiliary motor employed in accordance with the foregoing description for the purpose of determining the acceleration and retardation of asynchronous motors may, in accordance with my invention, be moreover made use of to ascertain the value and the direction of the load moment. This is of great importance in hoisting plants for the purpose of facilitating the control. If, for example, the man attending to the control be apprised by these means at the moment he brings the lever into the end position that there is present a heavy lowering load, he can obviously prevent the motor from running away by quickly placing the control lever, when speeding up, into the position in which the stator is short-circuited. In such a contingency, however, shocks and a slipping of the rope as a result of excess acceleration will hardly be avoidable. But the knowledge of the value and direction of the moment of load, will also prove valuable if the asynchronous motor is converted into a synchronous generator by the supply of continuous-current, namely in order to be able to prevent the motor from exceeding the synchronous s eed and to render it available for electrical retarding brake action. In the first-mentioned case it will be found advisable to cause the motor, reacting after the manner of a synchronous motorgenerator, to return the energy to the network at the system without any phase dia placement. For this purpose, however, the excitation will be variable according to the load prevailing. it, therefore, this excitation is not proportional to the value of the load, there arises the possibility of the moment of load exceeding the synchronizing moment of the generator, and the generator will consequently tend to race. lln the second ease, dealing with braking by electric retardation the brake energy produced by the generator for one and the same braking distance will vary in value according to the value and the direction of the excess load to be braked. The brake energ furnished is dependent upon the value botli ot' the bralre resistance and of the excitation. Bearin in mind the fact that invariably work wil be carried on at the same brake resistance which for its part is reduced by the control action so as to be always proportionate to the reduction in speed, it follows that in order to obtain the like slowing down curve in both instances, the intensity of the excitation will have to be adapted to the magnitude and direction of the load.

This value and direction oi the excess load is ascertained and determined in accordance with my invention by determining the difierence prevailing between the ener absorption of the auxilia motor and t at oi the driving motor. T e energy absorbed by the auxiliary motor when speeding up will correspond at all'times to the diderence prevailing between the torque M of the drivin motor and the load torque M, (Fig. 3) of t is said motor; lhe energy absorbed by the driving motor from the network will he an indication of the torque M, which it develops. The difference between these two energieswill consequently supply an indication for the load torque l /ll This latter may be ascertained, for example, by the currents, corresponding to the energies acting.

in opposite senses on the axis of rotation of an instrument, in which vcase they must be converted by the current converters, present in any case, into comparative values. The resulting torque coming to act upon the axis of rotation ot'the instrument will then be equal to the diderence between the motor torque less the load turning moment, onthe one hand, and the motor torque alone on the other hand, that is to say:-

(M -M --M,,,: -M, in the event of the load 6 being a positive load. For a negative load the sign will be reversed, ll the load. he equal to core, that is to say, in the event of the lowering and lift ing loads being equal, then M, will likewise be equal to zero and the instrument will register no torque whatsoever. As azaleas uring instrument suitabletor the purpose, use may be made of a wattmeter embodyin two systems of coils, such as known and continuous-current excitation supplied by is connected, will prevail, wi e employed for measuring the energy oi unequally loaded three-phase current networks. This instrument will at once indicate during the speeding up operation, the value direction of an excess of load.

Fig, 3 illustrates a modification emhodying this arrangement. The asynchronous motor a driving the rope pulley c is led hy the three-phase current network 6, the speed this'inotor heing regulated by the resistance d. For the purpose of determining the value and direction of the excess oi load g the rotor and stator windings oi the driving motor a are connectedto the stator and rotor windings of the auxiliary motor c carrying fly wheel mass f. lln addition there is provided an energ meter having two coil sys toms i and 1b ted to act upon a common axis Z. One of these systems, i, e. e", iscon nected into the sup-pl mains or the network running to the auxi iary motor, the other, i. e it, is connected into the supply mains running to the driving motor. Both systems oi coils are inmrconnected in such manner that the torques exerted by them on the she-it Z react upon each other. The diherence of the torques, which is proportionate to the value of the load g, is indicated by the index 0 upon the graduated scale p, The direction taken by the load is indicated b the direction in which the index moves, in accordance with the indicationand which remains constant for the entire duration oi the startin period-the continuous-current exciting vo tage (see Fig. 2) corresponding to the load counterbalanced mustbe reduced when the index moves in the direction oi the driven load and inversely it must he increased when the index moves in the direction oi the drivin load, This adjustment oi the exciting voltage may he 'efiected by hand or else automatically by aid of servomotor. 7 1

However, for the purpose oil automatically re ulating the continuous-current exciting voltage, use may also he made of two asynchronous motors r and a, as disclosed in Fig. a. @ne of these motors, i, e. r, is connected in series with the particular part oi the auxiliary motor which is led b the network '0 across the transformer g, whereas the other, i. e. s,is connected in series with stator oil the hoisting motor a through a current converter 2%. Both these motors teract each other on a shaft or on which is mounted a toothed wheel o adapted di place the regulating resistance to for continuous current enerator a, ll hene the hoisting motor hits positive loud it the torque of the relay motor, with wh ch it variation in the adjustment of" until this excesstorqu'e is counter torque of a spring a tensioned wh n,

the regulating resistance is shifted out of its central position. If, on the other hand, there happens to be present a driving load, then the torque of that relay motor will prevail, which is connected to the auxiliary motor. This torque brings about a variation of the excitation in the counter sense, until it is counter-balanced by means of a spring y which is tensioned in proportion to the displacement of the regulating resistance. The neutralizing of the torques relatively to each other, and relatively to the counter torque created by the springs, is effected by simply varying the rotor resistances within the two relay motors.

I claim:

1. In an electric drive fed by a supply line the combination of an asynchronous driving motor with an auxiliary asynchronous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and said auxiliary motor independent of said line, and means included in said connections for indicating the rate of acceleration or retardation of the drivin motor.

2. In an electric drive fed by a supply line the combination of an asynchronous driving motor with an auxiliary asynchronous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and said auxiliary motor independent of said line, and means included in said connections for indicating the rate of acceleration or retardation of the driving motor, said means comprising an indicator operating in accordance with the energy supplied to or delivered by said auxili-a motor.

3. In an electric ill line the combination of an asynchronous driving motor with an auxiliary asynchronous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and said auxiliary motor independent of said line, and means included in said connections for indicating the rate of acceleration or retardation of the driving motor, said means comprising an. indicator operating in accordance with the energy supplied to or delivered by said auxiliary motor, said indicator being adapted to automatically late the degree of acceleration or refil s:- tion of said driving motor.

4. In an electric. drive fed by a supply line the combination of an asynchronous driving motor with an auxiliary asynchronous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and ive fed by a supply said auxiliary motor independent of said line, and means included in said connections for indicating the rate of acceleration or retardation of the driving motor, said means comprising a controlling asynchronous motor connected in series with said auxiliary motor and operating in accordance with the energy supplied to or delivered by said auxiliary motor to control the degree of acceleration or retardation of said driving motor.

5. In an electric drive fed by a supply line the combination of an asynchronous.

driving motor with an auxiliary asynchro nous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and said auxiliary motor independent of said line, and means included in said connections for indicating the rate of acceleration or retardation of the driving motor, said means comprising a controlling asynchronous motor connected in series with said auxiliary motor and operating in accordance with the energy supplied to or delivered by said auxiliary motor to control the degree of acceleration or retardation of said driving motor,

amount and the direction of'the excess loadput on said driving motor.

7. In an electric drive fed by a supply line the combination of an asynchronous driving motor with an auxiliary asynchronous motor having a fly wheel mechanically coupled to it, electrical stator and rotor connections between said driving motor and said auxiliary motor independent of said line and controlling means included in said electrical connections responsive to the energy abso tion of said driving motor and of said auxillary motor and adapted to indicate theamount and the direction of the excess load put on said driving motor, and means for operating said driving motor in accordance with the response of said controlling means.

In testimony whereof I afiix my signature.

PETER PAUL DEUTSCHMANN. 

